CN110939022A - Switch and have its rail system and track traffic system - Google Patents
Switch and have its rail system and track traffic system Download PDFInfo
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- CN110939022A CN110939022A CN201811108100.0A CN201811108100A CN110939022A CN 110939022 A CN110939022 A CN 110939022A CN 201811108100 A CN201811108100 A CN 201811108100A CN 110939022 A CN110939022 A CN 110939022A
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- switch
- turnout
- rail
- track
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B7/00—Switches; Crossings
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B2/00—General structure of permanent way
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Abstract
The invention provides a turnout, a track system with the turnout and a track traffic system, wherein the turnout comprises: a first rotating device rotatable about a first axis of rotation; the first turnout beam and the second turnout beam are arranged adjacently and are fixedly connected with the first rotating device; the first fork beam comprises a plurality of curve sections which are fixedly connected end to end, and at least two adjacent curve sections form included angles at the connection position. The turnout provided by the invention has the advantages of small size, small length, small occupied area, high turnout passing speed and the like.
Description
Technical Field
The invention belongs to the field of rail transit, and particularly relates to a turnout, a rail system with the turnout and a rail transit system.
Background
Turnouts are used to switch rail vehicles from one track to another, thereby improving the capacity of the track line. In the related technology, the turnout of the straddle type monorail is changed at the track bifurcation position in a beam replacing mode, the turnout structure in the mode is large in size, length and occupied area, the construction cost is greatly increased, and the urban landscape is seriously affected.
Disclosure of Invention
Aiming at the technical problems, the invention provides a turnout which has the advantages of small size, small length, small occupied area, high turnout passing speed and the like.
The specific technical scheme of the invention is as follows:
a switch, comprising:
a first rotating device rotatable about a first axis of rotation;
the first turnout beam and the second turnout beam are arranged adjacently and are fixedly connected with the first rotating device;
the first fork beam comprises a plurality of curve sections which are fixedly connected end to end, and at least two adjacent curve sections form included angles at the connection position.
The first turnout beam and the second turnout beam are fixedly connected with the first rotating device, namely the first turnout beam and the second turnout beam synchronously rotate through the rotation of the first rotating device, so that the turnout has high switching speed. The multiple curve sections of the first turnout beam have included angles at the joints, so that the first turnout beam deflects faster towards the direction of switching the turnout and pulls away the distance from the second turnout beam faster, and therefore the length of the first turnout beam and the length of the second turnout beam are shortened, the size of the turnout is reduced, the occupied area is smaller, and the cost is reduced.
In addition, the switch according to the invention can also have the following additional technical features.
In some examples of the invention, the radius of the curved section at both ends of the first turnout beam is smallest among the plurality of curved sections of the first turnout beam. The radius of the curve sections at the two ends of the first turnout beam is smaller, so that the first turnout beam deviates from the second turnout beam more quickly, and the size of the turnout is further reduced.
In some examples of the invention, a radius of a curved section in the middle of the first turnout beam is largest among the plurality of curved sections of the first turnout beam. The radius of the curve section in the middle of the first turnout beam is large, so that the railway vehicle can be ensured to have enough turnout passing speed and good turnout passing comfort.
In some examples of the invention, the radii of the plurality of curved sections of the first turnout beam decrease in order from the middle of the first turnout beam toward one end. The radius of the curve sections is sequentially reduced from the middle of the first turnout beam to one end, so that the turnout body size is reduced, and the railway vehicle has enough turnout passing speed and good turnout passing comfort.
In some examples of the invention, at least a portion of the curved section of the first fork beam is a variable radius curved section, and a radius of curvature of the variable radius curved section gradually decreases from a middle of the first fork beam toward one end. The variable-radius curve sections with the curvature radii sequentially reduced from the middle of the first turnout beam to one end of the first turnout beam not only reduce the quantity of the turnout, but also enable the railway vehicle to have enough turnout passing speed and good turnout passing comfort.
In some examples of the invention, the first turnout beam has two to six curved sections.
In some examples of the invention, the number of the curved sections of the first bifurcated beam is four, and the two curved sections in the middle of the first bifurcated beam each have a radius larger than the two curved sections at both ends of the first bifurcated beam.
In some examples of the invention, the two curved sections in the middle of the first bifurcated beam have the same radius, and the two curved sections in the middle of the first bifurcated beam have an included angle at the junction. And an included angle is formed at the joint of the two adjacent curve sections with the same radius, so that the quantity of the turnout is reduced, and the influence of the included angle on the turnout passing speed and the turnout passing comfort of the railway vehicle is reduced.
In some examples of the invention, the second switch beam is a linear beam.
In some examples of the invention, the switch further includes a first driving device for driving the first switch beam and the second switch beam to rotate about the first rotation axis so that the first switch beam is connected between the first front end rail beam and the first rear end rail beam or the second switch beam is connected between the first front end rail beam and the second rear end rail beam.
In some examples of the invention, the first front end track beam and the first switch beam have an included angle at the junction when the first switch beam is connected between the first front end track beam and the first rear end track beam. The first turnout beam and the first front-end track beam form an included angle at the joint, so that the turnout body size is reduced, and the influence of the included angle on the turnout passing speed and the turnout passing comfort of the railway vehicle is reduced.
In some examples of the invention, the switch further comprises a first engagement beam fixedly connected to the first rear end track beam; when the first turnout beam is connected between the first front-end track beam and the first rear-end track beam, the first turnout beam is connected with the first rear-end track beam through the first connecting beam. The first connecting beam enables the first turnout beam to be better connected with the first rear-end track beam, and the first turnout beam is convenient to mount and rotate.
In some examples of the present invention, when the first fork beam is connected between the first front end track beam and the first rear end track beam, the first fork beam is clearance-fitted to the first linking beam, and the fitting surface is a cylindrical surface. The first turnout beam and the first connection beam are in clearance fit through a cylindrical surface structure, so that smooth rotation is realized, and turnout passing speed of the railway vehicle is guaranteed.
In some examples of the invention, the second switch beam is pivotally connected to the second rear end rail beam, and a pivot axis of the second switch beam and the second rear end rail beam is the first axis of rotation. The first rotating axis is arranged at one end of the second turnout beam, so that the length of the first turnout beam can be shortened, and the turnout is convenient to install and position.
In some examples of the invention, the switch further comprises a second adapter beam fixedly connected to the second rear end track beam; the second connection beam is pivotally connected with the second turnout beam, and the pivoting shaft of the second connection beam and the second turnout beam is the first rotating axis. The second links up the roof beam and makes the second switch roof beam can better with the second rear end track roof beam is connected, makes things convenient for the installation and the rotation of second switch roof beam.
In some examples of the invention, the switch further comprises: a second rotating device rotatable about a second axis of rotation; the third turnout beam and the fourth turnout beam are arranged adjacently and are both fixedly connected with the second rotating device; the third turnout beam comprises a plurality of curve sections which are fixedly connected end to end, and an included angle is formed at the joint of at least two adjacent curve sections; and the second driving device is used for driving the third turnout beam and the fourth turnout beam to rotate around the second rotation axis, so that the third turnout beam is connected between the first turnout beam and the first rear-end track beam, or the fourth turnout beam is connected between the second front-end track beam and the first rear-end track beam. The first turnout beam, the second turnout beam, the third turnout beam and the fourth turnout beam form a crossover turnout, so that the first front-end track beam is connected with the first rear-end track beam or the second rear-end track beam, and the second front-end track beam is connected with the first rear-end track beam or the second rear-end track beam.
The invention also provides a track system which comprises the track beam and the turnout provided by the invention. By adopting the turnout provided by the invention, the track system enables a rail vehicle to have higher switching speed at the turnout, and the turnout is smaller in size and smaller in occupied area, so that the cost is reduced.
The invention also provides a rail transit system which comprises the rail vehicle and the rail system provided by the invention. By adopting the track system, the track vehicle has higher switching speed at the turnout, and the turnout has smaller volume and smaller floor area, thereby reducing the cost.
In some examples of the invention, the rail vehicle comprises running wheels and guide wheels; said running wheels adapted to run on a top surface of said track beam or said first switch beam or said second switch beam; the guide wheels are adapted to run on a side surface of the track beam or the first switch beam or the second switch beam.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
Figure 1 is a schematic diagram of a switch and track system provided by an embodiment of the present invention.
Figure 2 is a top view of a switch and track system provided by an embodiment of the present invention.
Figure 3 is a diagrammatic illustration of a first switch beam of a switch provided by an embodiment of the present invention.
Figure 4 is a schematic diagram of a switch and track system provided by an embodiment of the present invention.
Figure 5 is a top view of a switch and track system provided by an embodiment of the present invention.
Figure 6 is a schematic diagram of a switch and track system provided by an embodiment of the present invention.
Figure 7 is a schematic diagram of a switch and track system provided by another embodiment of the present invention.
Figure 8 is a top view of a switch and track system provided in accordance with another embodiment of the present invention.
Figure 9 is a top view of a switch and track system provided in accordance with another embodiment of the present invention.
Reference numerals:
100: a turnout;
10: a first axis of rotation; 11: a first base plate;
12: a first rotating device; 121: a first front end trolley; 122: a first intermediate trolley; 123: a first rear end trolley;
13: a first turnout beam; 130: a curve segment; 131: a first curve segment; 132: a second curve segment; 133: a third curve segment; 134: a fourth curve segment; 13A: a first connection; 13B: a second connection; 13C: a third junction; 132 a: a first tangent line; 133 a: a second tangent line;
14: a second switch beam;
15: a first driving device; 150: a first telescopic rod;
20: a second axis of rotation; 21: a second base plate; 22: a second rotating device; 23: a third turnout beam; 24: a fourth switch beam;
31: a first engagement beam; 31 a: a first mating surface; 31 b: a second mating surface; 32: a second engagement beam; 33: a third connection beam;
200: a rail system;
210: a track beam; 210 a: a top surface; 210 b: a side surface; 211: a first front end track beam; 212: a second front end rail beam; 213: a first rear end track beam; 214: a second rear end track beam.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more clearly apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
In the description of the present invention, it is to be understood that the terms "central", "longitudinal", "transverse", "vertical", "length", "width"The positional or orientational relationships indicated as up, down, front, rear, left, right, vertical, horizontal, top, bottom, inner, outer, etc. are based on the positional or orientational relationships shown in the drawings and are for convenience in describing and simplifying the invention, but are not intended to indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the invention. Wherein the content of the first and second substances,xthe axial direction is a transverse direction,xthe positive direction of the axis is the left direction,xthe negative direction of the axis is right;ythe axial direction is the longitudinal direction,ythe positive direction of the axis is the back,ythe axial negative direction is front;zthe axial direction is vertical or vertical,zthe positive direction of the axis is upward,zthe axial negative direction is lower;xOythe plane is the horizontal plane, and the horizontal plane,yOzthe plane is the vertical plane in the longitudinal direction,xOzi.e. the transverse vertical plane. Furthermore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; the connection can be mechanical connection or electrical connection; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
The switch 100, and the track system 200 and the rail transit system having the same according to the embodiment of the present invention will be described in detail with reference to fig. 1 to 9. Wherein fig. 1, fig. 3 and fig. 4 are schematic diagrams of the switch 100 and the track system 200 according to the embodiment of the present invention, which illustrate the operation principle and the structural features of the switch 100 and the track system 200. The rail transit system includes a rail system 200 and a rail vehicle. The rail vehicle is adapted to travel on the rail beam 210 of the rail system 200 and to switch over the turnout via the turnout 100 of the rail system 200.
In some embodiments, the rail vehicle is a straddle monorail vehicle and the rail beam 210 is a monorail track. The rail vehicle comprises running wheels and guide wheels, said running wheels being adapted to run on the top surface 210a of the rail beam 210, serving as a drive and support for the rail vehicle; the guide wheels are adapted to run on the side surfaces 210b of the rail beam 210, serving as a running guide and lateral stabilization for the rail vehicle.
As shown in fig. 1-2, in some embodiments, switch 100 includes a first rotating device 12, a first switch beam 13, and a second switch beam 14. The first rotation means 12 is rotatable about a first rotation axis 10. The first turnout beam 13 and the second turnout beam 14 are arranged adjacently and are both fixedly connected with the first rotating device 12. The first fork beam 13 includes a plurality of curve segments 130 fixedly connected end to end, and at least two adjacent curve segments 130 have an included angle at the joint, that is, the included angle between tangents of the two adjacent curve segments 130 at the joint is greater than 0 degree and less than 180 degrees.
The first switch beam 13 and the second switch beam 14 are both fixedly connected with the first rotating device 12, that is, the first switch beam 13 and the second switch beam 14 are synchronously rotated by the rotation of the first rotating device 12, so that the switch speed is high. The plurality of curve sections 130 of the first switch beam 13 have included angles at the joints, so that the first switch beam 13 is faster deviated towards the direction of changing the track, the distance from the second switch beam 14 is faster pulled, the lengths of the first switch beam 13 and the second switch beam 14 are shortened, the size of the switch 100 is reduced, the occupied area is smaller, and the cost is reduced.
In some embodiments, the first rotating device 12 is rotatably mounted on the first base plate 11 around the first rotating axis 10, and the first base plate 11 may be a plate-shaped structure, may be an upper surface of a platform structure, and may be a floor.
In some embodiments, the plurality of curved sections 130 of the first fork beam 13 are integrally formed, which facilitates manufacturing and better ensures the overall accuracy of the first fork beam 13. In other embodiments, the plurality of curved sections 130 of the first fork beam 13 are separately formed and fixedly connected by splicing.
In some embodiments, among the plurality of curved sections 130 of the first fork beam 13, the curved sections 130 at both ends of the first fork beam 13 have the smallest radius, i.e., the curved sections 130 at both ends of the first fork beam 13 have a smaller radius than the other curved sections 130 of the first fork beam 13. It should be noted that the radius of the curved line segment 130 refers to the curvature radius of the curved line segment 130; when the curve segment 130 is arc-shaped, the curvature radii of all the parts on the curve segment 130 are the same, namely the radii of the arcs; when the curved segments 130 are variable radius curved segments, and the radii of curvature at various locations on the curved segments 130 are different, the radius of one variable radius curved segment 130 being greater than the radius of the other variable radius curved segment 130 means that the minimum radius of curvature of the former is greater than the maximum radius of curvature of the latter. In some embodiments, the radius of the curved sections 130 at both ends of the first fork beam 13 are the same. The smaller radius of the curved sections at the ends of the first switch beam 13 causes the first switch beam 13 to deflect more quickly away from the second switch beam 14, further reducing the volume of the switch 100.
In some embodiments, among the plurality of curved sections 130 of the first turnout beam 13, the radius of the curved section 130 in the middle of the first turnout beam 13 is the largest, i.e., the radius of the curved section 130 in the middle of the first turnout beam 13 is larger than the radius of the other curved sections 130 of the first turnout beam 13. If the number of the curve segments 130 of the first turnout beam 13 is odd, the "curve segment 130 in the middle of the first turnout beam 13" refers to one curve segment 130 or three curve segments 130 in the middle of the first turnout beam 13; if the number of the curved sections 130 of the first branch beam 13 is even, the "curved section 130 in the middle of the first branch beam 13" means two curved sections 130 in the middle of the first branch beam 13. The large radius of the curved section 130 in the middle of the first turnout beam 13 ensures that the railway vehicle has enough turnout speed and good turnout comfort.
In some embodiments, the radius of the plurality of curved sections 130 of the first switch beam 13 decreases from the middle of the first switch beam 13 toward one end. It should be noted that, if the number of the curve segments 130 of the first branch beam 13 is odd, the radius of one curve segment 130 in the middle of the first branch beam 13 decreases to the radius of one curve segment 130 at one end; if the number of the curved sections 130 of the first branch beam 13 is even, the radius of one curved section 130 near one end of the two curved sections 130 in the middle of the first branch beam 13 decreases to the radius of the one curved section 130 at the one end in sequence. In some embodiments, the radii of the plurality of curved sections 130 of the first switch beam 13 also decrease in order from the middle of the first switch beam 13 toward the other end. The plurality of curve segments 130, which have radii that decrease from the center of the first switch beam 13 toward one end in this order, not only reduce the mass of the switch 100, but also provide sufficient switch speed and good switch comfort for the railway vehicle.
In some embodiments, at least a portion of the curved section 130 of the first switch beam 13 is a variable radius curved section, and the radius of curvature of the variable radius curved section 130 decreases from the middle of the first switch beam 13 toward one end. The radius-variable curve segments 130, which have successively decreasing radii of curvature from the middle of the first switch beam 13 toward one end, allow the rail vehicle to have sufficient switch-passing speed and good switch-passing comfort even if the amount of the switch 100 is reduced.
In some embodiments, the number of the curved sections 130 of the first turnout beam 13 is two to six, which may be based on the actual needs of the route (e.g., terrain factors, turnout speed and turning radius of the railway vehicle, etc.); in some embodiments, as shown in fig. 1-2, the number of the curved sections 130 of the first switch beam 13 is four, and the first switch beam 13 formed by connecting the four curved sections 130 can meet most of the requirements of the track operation, so that the switch 100 has a smaller mass, and the railway vehicle has sufficient switch speed and good switch passing comfort.
As shown in fig. 1, the four curve segments 130 of the first switch beam 13 are respectively a first curve segment 131, a second curve segment 132, a third curve segment 133 and a fourth curve segment 134 which are fixedly connected end to end in sequence. In some embodiments, the radii of the two curved sections 130 (the second curved section 132 and the third curved section 133) in the middle of the first switch beam 13 are larger than the radii of the two curved sections 130 (the first curved section 131 and the fourth curved section 134) at the two ends of the first switch beam 13, so that the switch 100 has a smaller mass, and the railway vehicle has enough switch-passing speed and good switch-passing comfort.
As shown in fig. 1, 3 and 4, the junction between the first and second curved segments 131, 132 is a first junction 13A, the junction between the second and third curved segments 132, 133 is a second junction 13B, and the junction between the third and fourth curved segments 133, 134 is a third junction 13C. It should be noted that the first connection 13A, the second connection 13B and the third connection 13C in fig. 1, 3 and 4 are represented by small circles to highlight specific positions and distinguish the first curve segment 131, the second curve segment 132, the third curve segment 133 and the fourth curve segment 134, but not represent the shape structure of the first connection 13A, the second connection 13B and the third connection 13C.
In some embodiments, the two curved segments 130 (the second curved segment 132 and the third curved segment 133) in the middle of the first diverging beam 13 have the same radius, and the two curved segments 130 (the second curved segment 132 and the third curved segment 133) in the middle of the first diverging beam 13 have an included angle at the junction (the second junction 13B). It should be noted that the second curved section 132 and the third curved section 133 have an included angle at the second connection 13B, that is, an included angle between a first tangent line 132a of the second curved section 132 at the second connection 13B and a second tangent line 133A of the third curved section 133 at the folding point 13A is greater than 0 degrees and less than 180 degrees, as shown in fig. 3. The two adjacent curve segments 130 with the same radius form an included angle at the junction, which not only reduces the size of the switch 100, but also reduces the influence of the included angle on the switch-passing speed and switch-passing comfort of the railway vehicle. In some embodiments, the first curved section 131 and the second curved section 132 may have an included angle at the first junction 13A, or may be connected smoothly (i.e., the included angle is 0). In some embodiments, the third curved segment 133 and the fourth curved segment 134 may have an included angle at the third junction 13C, or may be smoothly connected (i.e., the included angle is 0).
As shown in fig. 4-6, in some embodiments, the second switch beam 14 is a straight beam. In other embodiments, the first fork beam 13 may also be a curved beam, and includes a plurality of curved segments fixedly connected end to end, and at least two adjacent curved segments have an included angle at the connection.
As shown in fig. 2 and 5, in some embodiments, the switch 100 further includes a first driving device 15, the first driving device 15 being configured to drive the first switch beam 13 and the second switch beam 14 to rotate about the first rotation axis 10, so that the first switch beam 13 is connected between the first front end track beam 211 and the first rear end track beam 213, or the second switch beam 14 is connected between the first front end track beam 211 and the second rear end track beam 214. Since the first switch beam 13 and the second switch beam 14 are fixedly connected by the first rotating device 12, the first switch beam 13 and the second switch beam 14 rotate synchronously, thereby having a high switching speed.
In some embodiments, when the first switch beam 13 is connected between the first front end track beam 211 and the first rear end track beam 213, the first front end track beam 211 and the first switch beam 13 have an included angle at the connection. First front end track roof beam 211 forms the contained angle for first switch roof beam 13 and first front end track roof beam 211 in the junction, both makes the volume of switch 100 diminish, has still reduced the influence of contained angle to rail vehicle's crossing fork speed and crossing fork travelling comfort. In some embodiments, the portion of the first front end rail beam 211 adapted to connect with the first turnout beam 13 is a linear beam.
As shown in fig. 1-2, in some embodiments, the switch 100 further includes a first engagement beam 31 fixedly connected to the first rear track beam 213. When the first switch beam 13 is connected between the first front end track beam 211 and the first rear end track beam 213, the first switch beam 13 and the first rear end track beam 213 are connected by the first engagement beam 31. The first engagement beam 31 allows the first switch beam 13 to better connect with the first rear track beam 213, facilitating installation and rotation of the first switch beam 13.
As shown in fig. 2, in some embodiments, when the first switch beam 13 is connected between the first front track beam 211 and the first rear track beam 213, the first switch beam 13 is in clearance fit with the first engagement beam 31, and the engagement surfaces are the first engagement surface 31a and the first engagement surface 31a is a cylindrical surface. In some embodiments, the axis of rotation of the first mating face 31a is the first axis of rotation 10. The first turnout beam 13 and the first connecting beam 31 are in clearance fit through the cylindrical surface structure, so that smooth rotation is realized, and the turnout passing speed of the railway vehicle is ensured.
As shown in fig. 1-2 and 4-5, in some embodiments, the second switch beam 14 is pivotally connected to the second rear end track beam 214, and the pivot axis of the second switch beam 14 and the second rear end track beam 214 is the first axis of rotation 10. The first rotation axis 10 is provided at one end of the second switch beam 14, so that the length of the first switch beam 13 can be shortened, and the switch 100 can be conveniently installed and positioned. Preferably, the second switch beam 14 is a linear beam.
As shown in fig. 2 and 5-6, in some embodiments, the switch 100 further includes a second adapter beam 32 fixedly connected to the second rear-end track beam 214. The second link beam 32 is pivotally connected to the second switch beam 14, and the pivot axis of the second link beam 32 and the second switch beam 14 is the first axis of rotation 10. The second adapter beam 32 allows the second switch beam 14 to be better connected to the second rear track beam 214, facilitating installation and pivoting of the second switch beam 14.
As shown in fig. 2 and 5-6, in some embodiments, the first rotating device 12 includes a first front end trolley 121, a first middle trolley 122, and a first rear end trolley 123, and the first front end trolley 121, the first middle trolley 122, and the first rear end trolley 123 are respectively rotatably mounted on the first base plate 11 about a first rotation axis 10. In some embodiments, there are two first front end trolleys 121, wherein one first front end trolley 121 is fixedly connected with the front end of the first turnout beam 13, and the other first front end trolley 121 is fixedly connected with the front end of the second turnout beam 14; one first middle trolley 122 is provided, and one end of the first middle trolley is fixedly connected with the middle part of the first turnout beam 13, and the other end of the first middle trolley is fixedly connected with the middle part of the second turnout beam 14; the number of the first rear end trolleys 123 is two, one of the first rear end trolleys 123 is fixedly connected with the rear end of the first turnout beam 13, and the other first rear end trolley 123 is fixedly connected with the rear end of the second turnout beam 14. It should be noted that the front end of the first switch beam 13 refers to an end of the first switch beam 13 close to the first front end track beam 211, the rear end of the first switch beam 13 refers to an end of the first switch beam 13 close to the first rear end track beam 213, the front end of the second switch beam 14 refers to an end of the second switch beam 14 close to the first front end track beam 211, and the rear end of the second switch beam 14 refers to an end of the second switch beam 14 close to the second rear end track beam 214. The first switch beam 13 and the second switch beam 14 are mounted on the first base plate 11 by the first front trolley 121, the first middle trolley 122 and the first rear trolley 123 of the first rotating device 12 in a manner of synchronously rotating around the first rotation axis 10, so that the switch of the switch 100 is smoother, quicker and more reliable.
As shown in fig. 2 and 5, in some embodiments, the first driving device 15 comprises a first telescopic rod 150. The first telescopic bar 150 has one end rotatably connected to the first middle bogie 122 and the other end rotatably connected to the first base plate 11. The first driving device 15 drives the first switch beam 13 and the second switch beam 14 to rotate around the first rotation axis 10 by the telescopic motion and the rotary motion of the first telescopic rod 150, so that the first switch beam 13 is connected between the first front end track beam 211 and the first rear end track beam 213, or the second switch beam 14 is connected between the first front end track beam 211 and the second rear end track beam 214, and the switch of the switch 100 is smoother, quicker and more reliable.
As shown in fig. 7, in some embodiments, the switch 100 further comprises: a second rotary device 22, a third switch beam 23, a fourth switch beam 24 and a second drive device (not shown in the figures). The second rotation means 22 is rotatable about the second rotation axis 20. In some embodiments, the second rotating device 22 is rotatably mounted on the second base plate 21 about the second rotation axis 20, and the second base plate 21 may be a plate-shaped structure, may be an upper surface of a platform structure, and may be a ground surface. The third switch beam 23 and the fourth switch beam 24 are disposed adjacently and are both fixedly connected to the second rotating device 22. The third turnout beam 23 comprises a plurality of curve segments fixedly connected end to end, and at least two adjacent curve segments have an included angle at the joint. The second drive device is used to drive the third switch beam 23 and the fourth switch beam 24 to rotate about the second rotation axis 20, so that the third switch beam 23 is connected between the first switch beam 13 and the first rear end track beam 213, or the fourth switch beam 24 is connected between the second front end track beam 212 and the first rear end track beam 213. The first switch beam 13, the second switch beam 14, the third switch beam 23 and the fourth switch beam 24 form a crossover switch 100, so that the first front rail beam 211 is connected to the first rear rail beam 213 or the second rear rail beam 214, and the second front rail beam 212 is connected to the first rear rail beam 213 or the second rear rail beam 214.
As shown in fig. 8-9, in some embodiments, the first engagement beam 31 is disposed between the first turnout beam 13 and the third turnout beam 23, and the first engagement beam 31 is fixedly disposed with respect to the first front end track beam 211 and the first rear end track beam 213. When the first switch beam 13 is connected to the first front end track beam 211 and the third switch beam 23 is connected to the first rear end track beam 213, the first switch beam 13 and the third switch beam 23 are connected by the first engaging beam 31.
As shown in fig. 9, in some embodiments, when the first switch beam 13 is connected to the third switch beam 23 via the first engagement beam 31, the first switch beam 13 is in clearance fit with the first engagement beam 31, and the engagement surfaces of the first switch beam 13 and the first engagement beam 31 are a first engagement surface 31a, and the first engagement surface 31a is a cylindrical surface; the third switch beam 23 is in clearance fit with the first connecting beam 31, and the fitting surface of the third switch beam and the first connecting beam is a second fitting surface 31b, and the second fitting surface 31b is a cylindrical surface. In some embodiments, the rotation axis of the first mating surface 31a is the first rotation axis 10, and the rotation axis of the second mating surface 31b is the second rotation axis 20.
As shown in fig. 8-9, in some embodiments, the fourth switch beam 24 is pivotally connected to the second front rail beam 212, and the pivot axis of the fourth switch beam 24 to the second front rail beam 212 is the second axis of rotation 20. The second pivot axis 20 is disposed at one end of the fourth switch beam 24, which shortens the length of the third switch beam 23 and facilitates the installation and positioning of the switch 100. Preferably, the fourth switch beam 24 is a straight beam.
As shown in fig. 8-9, in some embodiments, the switch 100 further includes a third adapter beam 33 fixedly connected to the second front end rail beam 212. The third link beam 33 is pivotally connected to the fourth switch beam 24, and the pivot axis of the third link beam 33 and the fourth switch beam 24 is the second rotation axis 20. The third link beam 33 allows the fourth switch beam 24 to be better connected to the second front rail beam 212, facilitating installation and rotation of the fourth switch beam 24.
In some embodiments, the second rotating device 22 includes a second front end trolley (not shown), a second middle trolley (not shown), and a second rear end trolley (not shown), and the second front end trolley, the second middle trolley, and the second rear end trolley are respectively rotatably mounted on the second base plate 21 around the second rotation axis 20. In some embodiments, there are two second front end trolleys, wherein one second front end trolley is fixedly connected with the front end of the third switch beam 23, and the other second front end trolley is fixedly connected with the front end of the fourth switch beam 24; one second middle trolley is provided, one end of the second middle trolley is fixedly connected with the middle part of the third turnout beam 23, and the other end of the second middle trolley is fixedly connected with the middle part of the fourth turnout beam 24; two second rear end trolleys are provided, wherein one second rear end trolley is fixedly connected with the rear end of the third turnout beam 23, and the other second rear end trolley is fixedly connected with the rear end of the fourth turnout beam 24. It should be noted that the front end of the third switch beam 23 refers to an end of the third switch beam 23 close to the first front end track beam 211, the rear end of the third switch beam 23 refers to an end of the third switch beam 23 close to the first rear end track beam 213, the front end of the fourth switch beam 24 refers to an end of the fourth switch beam 24 close to the second front end track beam 212, and the rear end of the fourth switch beam 24 refers to an end of the fourth switch beam 24 close to the first rear end track beam 213. The third switch beam 23 and the fourth switch beam 24 are mounted on the second base plate 21 by the second front trolley, the second middle trolley and the second rear trolley of the second rotating device 22 in a manner of synchronously rotating around the second rotation axis 20, so that the switch of the switch 100 is smoother, quicker and more reliable.
In some embodiments, the second drive means comprises a second telescopic rod (not shown in the figures). One end of the second telescopic rod is rotatably connected with the second middle trolley, and the other end is rotatably connected with the second bottom plate 21. The second driving device drives the third switch beam 23 and the fourth switch beam 24 to rotate around the second rotation axis 20 through the telescopic motion and the rotary motion of the second telescopic rod, so that the third switch beam 23 is connected between the first switch beam 13 and the first rear end track beam 213, or the fourth switch beam 24 is connected between the second front end track beam 212 and the first rear end track beam 213, and the switch of the switch 100 is smoother, quicker and more reliable.
As shown in fig. 6-7, a track system 200 provided by an embodiment of the present invention includes a track beam 210 and switches 100. The rail vehicle travels on the rail beam 210 and is diverted from one rail beam 210 to another rail beam 210 through the switch 100. The first front end track beam 211, the second front end track beam 212, the first rear end track beam 213, and the second rear end track beam 214 are all part of the track beam 210. By adopting the turnout 100 provided by the embodiment of the invention, the track system 200 enables the railway vehicle to have higher switching speed at the turnout 100, and the construction cost is greatly reduced because the turnout 100 has smaller volume and smaller floor area.
Other constructions and operations of the switch 100, the track system 200, and the track transportation system according to embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (19)
1. A switch, comprising:
a first rotating device rotatable about a first axis of rotation;
the first turnout beam and the second turnout beam are arranged adjacently and are fixedly connected with the first rotating device;
the first fork beam comprises a plurality of curve sections which are fixedly connected end to end, and at least two adjacent curve sections form included angles at the connection position.
2. The switch of claim 1, wherein the radius of the curved sections at the ends of the first switch beam is the smallest among the plurality of curved sections of the first switch beam.
3. The switch of claim 1, wherein of the plurality of curved segments of the first switch beam, the curved segment intermediate the first switch beam has the greatest radius.
4. The switch as claimed in claim 2 or 3, wherein the radii of the plurality of curved sections of the first switch beam decrease in sequence from the middle of the first switch beam toward one end.
5. The switch of claim 4, wherein at least a portion of the curved section of the first switch beam is a variable radius curved section, and the radius of curvature of the variable radius curved section decreases from the middle of the first switch beam toward one end.
6. The switch of claim 1, wherein the curved section of the first switch beam is two to six.
7. The switch of claim 6, wherein the number of the curved sections of the first switch beam is four, and the radius of each of the two curved sections in the middle of the first switch beam is greater than the radius of each of the two curved sections at the two ends of the first switch beam.
8. The switch of claim 7, wherein the two curved sections in the middle of the first switch beam have the same radius, and the two curved sections in the middle of the first switch beam have an included angle at the junction.
9. The switch of claim 1, wherein said second switch beam is a linear beam.
10. The switch of claim 1, further comprising a first drive device for driving the first switch beam and the second switch beam to rotate about the first axis of rotation to connect the first switch beam between the first front end rail beam and the first rear end rail beam or to connect the second switch beam between the first front end rail beam and the second rear end rail beam.
11. The switch of claim 10, wherein said first front end rail beam is angled from said first switch beam at the junction when said first switch beam is connected between said first front end rail beam and said first rear end rail beam.
12. The switch of claim 10, further comprising a first engagement beam fixedly connected to the first rear end track beam;
when the first turnout beam is connected between the first front-end track beam and the first rear-end track beam, the first turnout beam is connected with the first rear-end track beam through the first connecting beam.
13. The switch of claim 12, wherein said first switch beam is a clearance fit with said first adapter beam and said mating surface is a cylindrical surface when said first switch beam is connected between said first front end rail beam and said first rear end rail beam.
14. The switch of claim 10, wherein the second switch beam is pivotally connected to the second rear end rail beam, and the pivot axis of the second switch beam and the second rear end rail beam is the first axis of rotation.
15. The switch of claim 14, further comprising a second adapter beam fixedly connected to the second rear end rail beam; the second connection beam is pivotally connected with the second turnout beam, and the pivoting shaft of the second connection beam and the second turnout beam is the first rotating axis.
16. The switch of claim 1, further comprising:
a second rotating device rotatable about a second axis of rotation;
the third turnout beam and the fourth turnout beam are arranged adjacently and are both fixedly connected with the first rotating device;
the third turnout beam comprises a plurality of curve sections which are fixedly connected end to end, and an included angle is formed at the joint of at least two adjacent curve sections;
and the second driving device is used for driving the third turnout beam and the fourth turnout beam to rotate around the second rotating axis, so that the third turnout beam is connected between the first turnout beam and the first rear-end track beam, or the fourth turnout beam is connected between the second front-end track beam and the first rear-end track beam.
17. A rail system, comprising a rail beam and a switch as claimed in any one of claims 1-16.
18. A rail transit system comprising a rail vehicle and a rail system according to claim 17.
19. The rail transit system of claim 18, wherein the rail vehicle includes running wheels and guide wheels;
said running wheels adapted to run on a top surface of said track beam or said first switch beam or said second switch beam; the guide wheels are adapted to run on a side surface of the track beam or the first switch beam or the second switch beam.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811108100.0A CN110939022A (en) | 2018-09-21 | 2018-09-21 | Switch and have its rail system and track traffic system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811108100.0A CN110939022A (en) | 2018-09-21 | 2018-09-21 | Switch and have its rail system and track traffic system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN110939022A true CN110939022A (en) | 2020-03-31 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811108100.0A Pending CN110939022A (en) | 2018-09-21 | 2018-09-21 | Switch and have its rail system and track traffic system |
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| CN (1) | CN110939022A (en) |
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